Cessna 172RG accident near Tulsa, Oklahoma, November 1, 1996
On November 1, 1996 at about 5:00 pm local time, a Cessna 172RG, registered N9520B, was substantially damaged in an accident near Tulsa, Oklahoma (Riverside Jones airport). It was an instructional flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The failure of the main landing gear pivot gear assembly.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 1, 1996 · about 5:00 pm local time
- Place
- Tulsa, Oklahoma · Riverside Jones · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172RG · all 172RGs on the register
- Registration
- N9520B · no longer on the register · serial 172RG0851
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
A witness stated that the airplane 'flared smoothly and touched down with what appeared to be no side load.' As the aircraft settled onto the runway surface, the right main gear collapsed, and the aircraft subsequently skidded off the right side of the runway. During examination of the right main landing gear, it was discovered that the gear pivot assembly was fractured adjacent to the spline. It has not been determined as to whether the fracture occurred during gear retraction, extension, or upon contact with the runway. According to maintenance records, Cessna Service Bulletin, SE390.1, April 20, 1990, was applicable to this aircraft and was complied with. The Service Bulletin's purpose was to inspect main landing gear pivot assemblies for cracks in the spline area. The pivot assembly that failed, P/N 2441100-9, had a total time of 1,611.8 hours. Visual inspection of the fractured surface showed evidence of overload, however a small area on the outer portion of the surface had several small cracks bordering the edge.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 101 hours in all; 9 in this make and model; 23 in the last 90 days; 9 in the last 30 days; 25 as pilot in command
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 5,673 hours
- Last inspection: 100-hour inspection, September 25, 1996; 89 hours since
- Maximum gross weight: 2,658 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming O-360-F1A6 (piston); 0 hours total
The flight
- Departed from: RVS at 3:30 pm
- Runway 7, 5,101 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 010° at 8 knots, gusting 16
- Visibility: 10 statute miles
- Sky: overcast at 4,700 ft; not recorded
- Temperature: 41°F (5°C), dew point 30°F (-1°C)
- Altimeter: 30.00 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.